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- A. L JOE ST AND P. HANSEN.-

DEVICE AT RA IL POINTS.

'APPLICATI O N FILED MAR. 25. I915.'

1,306,305. Patented Jim 10, 1919.

. ful Device at Rail-Points, of which the fol- .A NIDERS J'. JOEST AND PETER HANSEN, OF RAN'DERS, DENMARK.

DEVICE AT RAIL-FOIN TS.

Specification of Letters Patent.

Patented June 1 0, 1919.

Application filed March 25, 1915. Serial No. 17,079.

To all whom it may concern:

Be it known that we, ANDnRs J ULIUs Jonsr and PETER HANSEN, subjects of the King of Denmark, residing at Randers, Denmark, have invented a certain new and uselowing is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part hereof.

The present invention relates to a railway switch operating device and consists essentially in the provision of a safety rail which is carried along one of the track rails and connected with the switch so as to receive an up and down movement at the throwing over of the points, the safety rail being so arranged relative to the track rail as to be held down by .a passing train for locking the switch in position and eventually for correcting the position of the switch if its operation should happen to have been incomplete.

In the accompanying drawings the invention is illustrated,

Figure 1 representing a cross-section of one track rail and the switch tongue and showing the connection between the latter and the safety rail,

F 2 another cross-section of a somewhat different construction,

Fig. 3 a side view of the construction shown in Fig. 2, and

Fig. 4 a plan of the same construction.

The points are connected by a rod 2 to a lever 38 by means of which they are operated in the usual manner. Between two cross bars 7 and 8, arranged under the track rail 3 between the sleepers 15, a double armed lever 4, 5 is mounted and held on a pivot 6 about which it can rock. The arm 5 of this lever carries an adjustable weight 10. At the end of the arm 4 the latter carries a roofshaped guide plate 9 which, under the influence of the weight 10, bears against a projection or preferably a roller 11 mounted on the rod 2. When the points are thrown over from one position into another, the roller 11 has to pass from one to the other side of the plate 9 which thereby causes the lever 4, 5 to rock about the pivot 6. It is evident, also, that the weight 10 and the plate 9 have a tendency to retain the points in either end position.

Carried along the track rail 3 is a safety rail in the form of a'channel iron which is capable of up and down movements and which is held in horizontal position by oblique links 17 and 18. The latter are pivoted at 16 to brackets on the rail 3 and they are provided at their free ends with rollers 19 which work between the flanges of the rail 12. A rod 21 connects the links which therefore must'move in unison so that both ends of the rail will be held at the same level. If the rail be very long, more links may be provided beyond the link 18 with which they must be connected by means of rods 20, as indicated in Fig. 3. A stud 27, connected to the rail 3, projects through a slot 25 in the rail 12, thereby preventing longitudinal movement of 26, embracing the lower end of the slot 25, adds to the length of the latter to allow the necessary vertical movement of the safety rail which is supported (in Fig. 1 through the medium of a bracket 14) on the lever arm 5. The arrangement is such that the rail 12 does not project beyond the tread of the rail 3 when the points are in either end position. If the switch should be left only partly operated, however, and the weight 10 should be unable by itself to correct the position, the rail 12, owing to the roller l1 being nearer the apex of the plate 9, will be held above the tread of the rail 3. A train running against the points, however, will depress the rail 12, thereby correcting the position of the switch through the medium of the lever 4, 5. Moreover, as long as the train is on the rail 12 and prevents the latter from being raised, the lever 4, 5 cannot be rocked, and the position of the switch cannot therefore be changed while the train passes.

According to Figs. 2 to 4 the bracket 14 is replaced by two brackets 13 and 14 which are connected by screw bolts and nuts so that they can be set for regulating the position of the rail 12 relative to the tread of the rail 3. Moreover, on an angle iron 28, connected to the cross bar 8, a roller 29 is so arranged as to be held over the plate 9 somewhat at one side of the apex of the same, as shown in Fig. 2. If the switch should be carelessly operated and the roller 11 should stop exactly on the apex of the plate 9, this roller would be forced by the weight 10 or by the on-coming train against the roller 29 which in such a case guides the roller 11 to the correct side of the plate 9 and causes the switch tongue to take up its proper position. The train will thus be prevented from running on to both tracks and thus becoming derailed. The angle iron 28 has also a projection on a level with the lower face of the roller 29, near the latter, and which intersects the plane of this roller and that of the roller 11.

This projection, in conjunction with the roller 29, prevents the roller 11, when at the right hand side of the plate 9, from being raised by the latter, and while a lowering of the plate is prevented by a passing train the roller 11 becomes locked and the points cannot be operated. To prevent, in a similar manner, the points from being operated from left to right a tripping member 30 is pivoted at 31 t0 the angle iron 28 so as to be right over the roller 11 when the latter is at the left side of the plate 9.

A stop 32 prevents the member 30 from moving to the right from the position shown in the drawing, and the lower end of the member prevents the roller 11 from moving to the right without the plate 9 being depressed.

When the roller 11 passes from the right to the left, the tripping member yields by turning aboutits pivot, its movement in this direction being limited by a stud 33.

When the train runs with the points and the switch should happen to be closed, it is forced open by. the train 111 the, usual manner. This involves a rocking of the lever 4: 5 and a consequent raising of the rail 12,

which takes place before the rail is reached to excessive force and allow the rail 12 to be tilted. The spring 22 may be prevented normally from expanding by means of two overlapping hooks 36 and 35, which are connected by a weak bolt 37 and which embrace 34 which is carried the ends of the spring as shown in Fig. 4:. In a case like'the above the bolt 87 would break and testify to carelessness on the part of the shunters. f

Having now fully described our invention what we claim and desire to secure by Letters Patent is: V

A railway point operating device comprising a point operating lever, a connecting rod coupling said lever to the points, aroller' mounted on said connecting rod, adoublearmed lever carrying at one end a weight and at the other end a roof-shaped guide plate, ranged under the rails in such a position that the guide plate is held by the weight against the roller on the connecting rod and so that the clouble armed lever is rocked by the roller in passing from one side to the other ofthe plate whenthe points are operated, a safety rail supported on the weighted end of the'double-arnied'lever and said double-armed lever being arcarried relative to the track rail so as to be held down by a passing train'for' correcting the position of the pointsthrough the me dium of the guide plate and-the roller on. the connecting rod, '21 fixed guide roller ar ranged so as to guide the connecting rod roller to the correct side if the points should have been left in an intermediate position, and a tripping member arranged and sup ported so as to engage the roller of theconnecting rod in one direction of its movement and prevent it from being raised by the guide plate if an attempt should be made 7 to move the points while a train passes the safety rail.

' In testlmony whereof we affix our signa-Q tures in presence of two witnesses,

A. J. Jon-shit,

P. HANSEN".

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of fat-tents; T

Washington, I). G. a a 

